WO2010147076A1

WO2010147076A1 - Heavy duty tire

Info

Publication number: WO2010147076A1
Application number: PCT/JP2010/060025
Authority: WO
Inventors: 彰菅沼
Original assignee: 株式会社ブリヂストン
Priority date: 2009-06-15
Filing date: 2010-06-14
Publication date: 2010-12-23
Also published as: CN102802966B; JPWO2010147076A1; BRPI1013115A2; CN102802966A; JP6043483B2; EP2444257B1; US20120168048A1; EP2444257A1; US9073390B2; EP2444257A4

Abstract

A heavy duty tire comprising: a shoulder rib (A1) (shoulder rib (A5)) which is provided to a tread shoulder section; a second rib (A2) (second rib (A4)) which is adjacent to the shoulder rib (A1) with a circumferential groove (110) (circumferential groove (116)) interposed therebetween and is provided further toward the tire equator side than the shoulder rib (A1); and an uneven wear absorbing rib (B1) (uneven wear absorbing rib (B2)) provided within the circumferential groove (110) and located further toward the inside in the tire radial direction than the tread surfaces of the shoulder rib (A1) and of the second rib (A2). Circumferential narrow grooves (10, 12) having a smaller width than the circumferential grooves (110, 116) are formed in the second ribs (A2, A4). Each circumferential narrow groove (10, 12) is formed in such a manner that, when the tire is mounted on the vehicle, the circumferential groove (10, 12) is located on the outer side of the tire with reference to the center of the second rib (A2, A4) in the tread width direction.

Description

Heavy duty tire

The present invention provides a shoulder rib provided in a tread shoulder portion, extending in the tire circumferential direction, adjacent to the shoulder rib via a circumferential groove, and provided closer to the tire equator line than the shoulder rib and extending in the tire circumferential direction. The present invention relates to a heavy duty tire provided with side ribs and uneven wear absorbing ribs that are provided in the circumferential grooves and extend in the tire circumferential direction and are located on the inner side in the tire radial direction from the treads of the shoulder ribs and the center side ribs.

Conventionally, in heavy-duty tires that are mounted on vehicles that mainly run straight, such as trucks and buses, in order to suppress uneven wear on the tread shoulder part, specifically, the shoulder rib that constitutes the rib of the tread shoulder part, A method of providing a partial wear absorbing rib (BCR) having a step so as to be lower than the tread surface of the rib in the circumferential groove is widely used (for example, Patent Document 1).

According to such a partial wear absorbing rib, it is possible to generate a shearing force in a direction opposite to the traveling direction of the vehicle in the stepped region. For this reason, the shearing force of the advancing direction with respect to the edge part of a shoulder rib reduces. Thereby, the partial wear of a shoulder rib can be suppressed.

JP-A-2-88311 (page 4-5, FIG. 3)

However, since the conventional heavy-duty tires described above are designed on the assumption that straight running is mainly performed, the performance at the time of turning, in particular, the wet performance including the drainage performance and the steering stability performance at the time of turning. There was room for improvement.

In order to improve the wet performance during turning, it is conceivable to form a large number of circumferential grooves in the outer tread shoulder when the vehicle is mounted, such as shoulder ribs, where the ground contact length becomes longer during turning. However, when many circumferential grooves are formed in the tread shoulder portion, the edge portion increases. For this reason, there is a problem that the contact pressure is concentrated on the edge portion and uneven wear of the tread shoulder portion is likely to occur.

Accordingly, an object of the present invention is to provide a heavy duty tire that further improves wet performance during turning while suppressing uneven wear of the tread shoulder portion.

In order to solve the above-described problems, the present invention has the following features. First, the first feature of the present invention is that shoulder ribs (shoulder ribs A1, shoulder ribs A5) provided in the tread shoulder portion and extending in the tire circumferential direction (tire circumferential direction R), and circumferential grooves (for example, circumferential direction) Center-side ribs (second rib A2, second rib A4) that are adjacent to the shoulder ribs through the grooves 110) and are closer to the tire equator line (tire equator line CL) than the shoulder ribs and extend in the tire circumferential direction. An uneven wear absorbing rib (for example, an uneven wear absorbing rib B1) provided in the circumferential groove and extending in the tire circumferential direction and positioned on the inner side in the tire radial direction from the tread surface of the shoulder rib and the center side rib; , A heavy load tire (heavy load tire 1), wherein the center side rib extends in a tire circumferential direction, and the circumferential groove A circumferential narrow groove (for example, the circumferential narrow groove 10) having a narrow groove width is formed, and the circumferential narrow groove is based on the center in the tread width direction (tread width direction W) of the center side rib. The gist is that it is formed outside when the vehicle is mounted.

According to such a heavy duty tire, the circumferential narrow groove is formed in the center side rib whose contact length becomes longer when turning. For this reason, while increasing the edge part at the time of turning, it can suppress that edge pressure concentrates on tread shoulder parts, such as a shoulder rib. Moreover, since the circumferential narrow groove extends in the tire circumferential direction, drainage can be improved.

Therefore, it is possible to provide a heavy duty tire that further improves wet performance including drainage performance and steering stability performance during turning while suppressing uneven wear of the tread shoulder portion.

The second feature of the present invention is related to the first feature of the present invention, wherein the center-side rib is formed with an intersecting narrow groove (intersecting narrow groove 30) intersecting the circumferential narrow groove. And

A third feature of the present invention relates to the second feature of the present invention, wherein the intersecting narrow groove includes a lateral groove portion (lateral groove portion 32) extending along a tread width direction (tread width direction W), and a tire circumferential direction. And a vertical groove portion (longitudinal groove portion 34) extending along the line.

A fourth feature of the present invention relates to the second or third feature of the present invention, wherein the center-side rib has a narrow groove (narrow groove) extending in the tread width direction and having a groove width narrower than the circumferential groove. 20) is formed, and in the tread surface view, with respect to the center in the tread width direction of the center side rib, the circumferential narrow groove on the outside of the center side rib when the vehicle is mounted, the narrow groove, and the intersecting narrow groove The gist of the present invention is that the total area with the groove is set to 1.5 times or more than the total area of the narrow groove and the intersecting narrow groove on the vehicle inner side of the center side rib.

The fifth feature of the present invention relates to the third or fourth feature of the present invention, and is summarized in that the crossing narrow groove is formed in an L shape.

A sixth feature of the present invention relates to any one of the second to fifth features of the present invention, and is summarized in that any end portion of the intersecting narrow groove communicates with the circumferential groove. .

A seventh feature of the present invention relates to any one of the first to sixth features of the present invention, wherein the center side rib communicates with the circumferential groove and intersects with the circumferential narrow groove. A plurality of intersecting transverse grooves (for example, a plurality of intersecting transverse grooves 142) are formed, and the plurality of intersecting transverse grooves are formed at a predetermined interval (interval P2) in the tire circumferential direction.

According to the characteristics of the present invention, it is possible to provide a heavy duty tire that further improves wet performance during turning while suppressing uneven wear of the tread shoulder portion.

FIG. 1 is a development view of a pattern provided on a tread portion of a heavy duty tire according to an embodiment of the present invention. FIG. 2 is a partial cross-sectional perspective view of the tread portion of the heavy duty tire according to the embodiment of the present invention. 3 is a cross-sectional view taken along the line AA in FIG. FIG. 4 is a partial development view of a pattern provided on a tread portion of a heavy duty tire according to a modification of the embodiment of the present invention.

Next, an embodiment of a heavy duty tire according to the present invention will be described with reference to the drawings. In the following description of the drawings, the same or similar parts are denoted by the same or similar reference numerals. However, it should be noted that the drawings are schematic and ratios of dimensions and the like are different from actual ones.

Therefore, specific dimensions should be determined in consideration of the following explanation. Moreover, it is a matter of course that portions having different dimensional relationships and ratios are included between the drawings.

In this embodiment, (1) the overall configuration of the heavy duty tire, (2) the detailed shape of the circumferential narrow groove, (3) the detailed shape of the intersecting narrow groove, (4) the detailed shape of the intersecting lateral groove, (5) deformation Examples, (6) comparative evaluation, (7) action and effect, and (8) other embodiments will be described.

(1) Overall Configuration of Heavy Load Tire FIG. 1 is a development view of a tread constituting the heavy load tire 1 according to the embodiment of the present invention. FIG. 2 is a partial cross-sectional perspective view of the tread portion of the heavy duty tire 1 according to the embodiment of the present invention. FIG. 3 is an AA cross-sectional view of the tread portion of the heavy duty tire 1 according to the embodiment of the present invention. The heavy load tire 1 is attached to a vehicle mainly traveling straight, such as a truck or a bus. The heavy load tire 1 includes a plurality of ribs extending along the tire circumferential direction R. Specifically, the heavy load tire 1 includes a shoulder rib A1, a second rib A2, a center rib A3, a second rib A4, a shoulder rib A5, an uneven wear absorbing rib B1, and an uneven wear absorbing rib B2. Further, the heavy load tire 1 is formed with a circumferential groove 110, a circumferential groove 112, a circumferential groove 114, and a circumferential groove 116 extending along the tire circumferential direction R between the plurality of ribs.

The shoulder rib A1 and the shoulder rib A5 are provided in the tread shoulder portion and extend in the tire circumferential direction R. A lateral groove 130 extending in the tread width direction W is formed in the shoulder rib A1 and the shoulder rib A5. The tread shoulder portion is a region disposed on the surface of the heavy load tire 1 between the tread portion that contacts the road surface and the sidewall portion.

The second rib A2 and the second rib A4 constitute a center side rib. Specifically, the second rib A2 is adjacent to the shoulder rib A1 via the circumferential groove 110, is provided closer to the tire equator line CL than the shoulder rib A1, and extends in the tire circumferential direction R. The tire equator line CL is a line passing through the center in the tread width direction W of the heavy load tire 1. The second rib A4 is adjacent to the shoulder rib A5 via the circumferential groove 116, is provided closer to the tire equator line CL than the shoulder rib A5, and extends in the tire circumferential direction R. The center rib A3 is provided on the tire equator line CL and extends in the tire circumferential direction R.

As described above, the heavy-duty tire 1 according to the embodiment of the present invention includes four circumferential grooves and five ribs defined by the four circumferential grooves. Although not limited, although not shown, it is possible to apply the configuration of the present application even if it is formed so as to include three circumferential grooves and four ribs partitioned by the three circumferential grooves.

The uneven wear absorbing rib B1 is provided in the circumferential groove 110, extends in the tire circumferential direction R, and is located on the inner side in the tire radial direction from the treads of the shoulder ribs A1, A5, the second ribs A2, A4, and the center rib A3. To do. The distance D2 from the uneven wear absorbing rib B1 to the treads of the shoulder rib A1 and the second rib A2 is set to 1.0 mm to 15.0 mm. The uneven wear absorbing rib B1 is formed on the outer side when the vehicle is mounted with reference to the center of the circumferential groove 110 in the tread width direction W.

The uneven wear absorbing rib B2 provided in the circumferential groove 116 has the same characteristics as the uneven wear absorbing rib B1, and therefore details thereof are omitted.

A lateral groove extending along the tread width direction W is formed in each rib. Specifically, the lateral groove 130 is formed in the shoulder rib A1 and the shoulder rib A5. A lateral groove 20 is formed in the second rib A2 and the second rib A4. A lateral groove 120 is formed in the center rib A3. The length W2 of the second rib A2 and the second rib A4 in the tread width direction W is set to 65 to 90% or less with respect to the length of the shoulder rib A1 and the shoulder rib A5 in the tread width direction W. The lateral groove 20, the lateral groove 120, and the lateral groove 130 extend in the tread width direction W, have a narrower groove width than the circumferential groove, and are shallower in the tire radial direction than the circumferential groove. Further, the lateral groove 120 formed in the center rib A3 is configured to terminate in the land portion.

A sipe 20S is provided in the lateral groove 20 formed in the second rib A2 and the second rib A4, and a sipe 120S (not shown) is provided in the lateral groove 120 formed in the center rib A3. The sipe 20S has a tire diameter compared to other portions of the sipe 20S at the opening portion where the

circumferential grooves

112, 114 and the lateral groove 20 communicate with each other and at the center portion of the second rib A2 and the second rib A4 in the tread width direction W. It is formed so that the depth in the direction is deep.

The sipe 120S has a tire radial depth at the opening portion where the

circumferential grooves

112, 114 and the lateral groove 120 communicate with each other and at the center portion in the tread width direction W of the center rib A3 as compared with other portions of the sipe 120S. It is formed to be deep.

The depth in the tire radial direction D of the circumferential groove 110, the circumferential groove 112, the circumferential groove 114, and the circumferential groove 116 is formed to be 7 to 22 mm.

A stone biting prevention rib 60 is formed in the circumferential groove 112 and the circumferential groove 114. The stone debris prevention rib 60 is provided in each of the circumferential groove 112 and the circumferential groove 114 and extends in the tire circumferential direction R, and more than the treads of the shoulder ribs A1, A5, the second ribs A2, A4, and the center rib A3. Located inside the tire radial direction.

(2) Detailed shape of circumferential narrow groove In the second rib A2, the circumferential narrow groove 10 extending in the tire circumferential direction R and having a narrower groove width than the circumferential groove 110 is formed. The circumferential narrow groove 12 formed in the second rib A4 has the same characteristics as the circumferential narrow groove 10. For this reason, detailed description about the circumferential narrow groove is omitted.

As shown in FIG. 3, the second rib A2 includes a second small rib A21 located on the outer side when the vehicle is mounted and a second small rib positioned on the inner side when the vehicle is mounted, with reference to the center CL2 in the tread width direction W of the second rib A2. A22. The circumferential narrow groove 10 is formed on the outer side when the vehicle is mounted with reference to the center CL2 in the tread width direction W of the second rib A2. Specifically, in the tread width direction W, the distance W3 from the outer end of the second rib A2 when the vehicle is mounted to the center of the circumferential narrow groove 10 is 1/2 with respect to the length W2 of the second rib A2. The length is set to 6 to 1/2. The depth D3 in the tire radial direction of the circumferential narrow groove 10 is set to 0.5 mm to 3.0 mm on the inner side in the tire radial direction from the tread surface of the second rib A2. That is, the circumferential narrow groove 10 is formed so that the depth in the tire radial direction is shallower than the

circumferential grooves

110, 112, 114, 116.

(3) Detailed shape of intersecting narrow groove As shown in FIGS. 1 to 3, a plurality of intersecting narrow grooves 30 intersecting the circumferential narrow groove 10 are formed in the second rib A2. The intersecting narrow groove 30 includes a lateral groove portion 32 and a vertical groove portion 34. One end of the intersecting narrow groove 30 communicates with the circumferential groove. That is, the second rib A <b> 2 is formed with a plurality of intersecting narrow grooves 30 that communicate with the circumferential grooves and intersect with the circumferential narrow grooves 10. The plurality of intersecting narrow grooves 30 are formed at a predetermined interval P1 in the tire circumferential direction R.

In the tread surface view, the total area of the circumferential narrow groove 10, the lateral groove 20, and the intersecting narrow groove 30 in the second small rib A21 is relative to the total area of the lateral groove 20 and the intersecting narrow groove 30 in the second small rib A22. Is set to 1.5 times or more.

The lateral groove 32 extends linearly along the tread width direction W. The term “along the tread width direction W” indicates that the inclination is in the range of 0 to less than 45 ° with respect to the straight line along the tread width direction W. One end of the lateral groove portion 32 communicates with the circumferential groove 110, and the other end communicates with the longitudinal groove portion 34. The longitudinal groove portion 34 extends linearly along the tire circumferential direction R. The term “along the tire circumferential direction R” indicates that the vehicle is inclined in a range of 0 to less than 45 ° with respect to a straight line along the tire circumferential direction R. One end of the vertical groove portion 34 communicates with the horizontal groove 20, and the other end communicates with the horizontal groove portion 32. In the intersecting narrow groove 30, the end of the lateral groove 32 extending linearly along the tread width direction W and the end of the longitudinal groove 34 extending linearly along the tire circumferential direction R are continuous. 30 is formed in an L shape.

Specifically, the depth D4 in the tire radial direction of the intersecting narrow groove 30 is set to 0.5 mm to 3.0 mm on the inner side in the tire radial direction from the tread surface of the second rib A2. That is, the intersecting narrow groove 30 is formed so that the depth in the tire radial direction is shallower than the

circumferential grooves

110, 112, 114, 116.

As shown in FIG. 1, the lateral groove 20 formed in the second rib A2 and the second rib A4 and the lateral groove portion 32 in the intersecting narrow groove 30 are outside the tread width direction W of the circumferential narrow groove 10. The direction inclined with respect to the straight line along the tread width direction W is different. Specifically, the lateral groove 20 and the lateral groove portion 32 are inclined in the same direction with respect to a straight line along the tread width direction W on the inner side in the tread width direction W than the circumferential narrow groove 10. Here, the lateral groove 20 changes in the direction inclined with respect to the straight line along the tread width direction W on the inner side and the outer side of the tread width direction W with the circumferential narrow groove 10 as a starting point. That is, on the outer side in the tread width direction W than the circumferential narrow groove 10, the lateral groove 20 and the lateral groove portion 32 are formed to incline in opposite directions with respect to a straight line along the tread width direction W.

(4) Detailed shape of intersecting transverse groove As shown in FIGS. 1 and 2, the second rib A2 (second rib A4) includes a plurality of intersecting transverse grooves 142 communicating with the circumferential groove 110 or the circumferential groove 112, and a plurality of intersecting transverse grooves. 144 is formed.

The plurality of intersecting lateral grooves 142 and the plurality of intersecting lateral grooves 144 are formed at a predetermined interval P2 in the tire circumferential direction R.

A plurality of intersecting lateral grooves 140 communicating with the circumferential groove 110 or the circumferential groove 116 are formed in the shoulder rib A1 and the shoulder rib A5. In the center rib A3, a plurality of intersecting lateral grooves 146 communicating with the circumferential groove 112 or the circumferential groove 114 are formed. In addition, the crossing lateral groove 146 formed in the center rib A3 is configured to terminate in the land portion.

(5) Modification The heavy load tire 1 according to the embodiment described above may be modified as follows. In addition, the same code | symbol is attached | subjected to the same part as the heavy load tire 1 which concerns on embodiment mentioned above, and a different part is mainly demonstrated.

(5.1) Modification 1
The configuration of the heavy duty tire according to Modification 1 will be described with reference to the drawings. FIG. 4A is a partial development view of a pattern provided on the tread portion of the heavy duty tire according to the first modification.

In the embodiment described above, the intersecting narrow groove 30 of the heavy load tire 1 includes the lateral groove portion 32 extending along the tread width direction W and the vertical groove portion 34 extending along the tire circumferential direction R, and is formed in an L shape. Is done. As shown in FIG. 4A, in the first modification, the intersecting narrow grooves 30A are formed in a straight line extending obliquely with respect to the tire circumferential direction R. One end of the intersecting narrow groove 30A communicates with the circumferential groove 110, and the other end communicates with the lateral groove 20A.

(5.2) Modification 2
The configuration of the heavy duty tire according to Modification 2 will be described with reference to the drawings. FIG. 4B is a partial development view of a pattern provided on the tread portion of the heavy duty tire according to the second modification.

As shown in FIG. 4B, in the modified example 2, in the crossing narrow groove 30B, the lateral groove portion 32B extending linearly along the tread width direction W and the vertical groove portion extending linearly along the tire circumferential direction R. Since 34B continues in a substantially vertical shape, the crossing narrow groove 30B is formed in an L shape having a right angle portion.

(5.3) Modification 3
The structure of the heavy duty tire according to Modification 3 will be described with reference to the drawings. FIG. 4C is a partial development view of a pattern provided on the tread portion of the heavy duty tire according to the third modification.

As shown in FIG. 4C, in the third modification, the intersecting narrow grooves 30C are linear along the tire circumferential direction R and the lateral groove 32C, the lateral groove 32D extending linearly along the tread width direction W. And a longitudinal groove portion 34 </ b> C extending in the vertical direction.

(6) Comparative Evaluation Next, in order to further clarify the effects of the present invention, comparative evaluation performed using heavy load tires according to the following comparative examples and examples will be described. Specifically, (6.1) Evaluation method and (6.2) Evaluation result will be described. In addition, this invention is not limited at all by these examples.

(6.1) Evaluation Method Using the heavy load tires according to Comparative Examples 1 and 2 and the examples, the turning performance evaluation on the wet road surface, the braking performance evaluation on the wet road surface, and the uneven wear resistance performance evaluation were performed. Data on heavy duty tires used for comparative evaluation are shown below.

・ Tire size: 315 / 70R22.5
・ Rim size: 9.00 × 22.5
・ Internal pressure condition: 900kPa
・ Load condition: 4000kg
Each heavy load tire has the same configuration except for the circumferential narrow groove. Further, the areas of the circumferential narrow grooves, the intersecting narrow grooves, and the lateral grooves formed in each heavy load tire are set equal.

The heavy duty tire according to the example has the same configuration as the heavy duty tire 1 according to the embodiment. The heavy load tire according to the comparative example 1 is different from the heavy load tire according to the example in that the circumferential narrow groove is formed on the inner side of the vehicle with reference to the center in the tread width direction of the center side rib. The heavy load tire according to Comparative Example 2 is different from the heavy load tire according to the example in that the circumferential narrow groove is formed in the shoulder rib.

(6.1.1) Turning Performance Evaluation on Wet Road Surface Using a vehicle equipped with each heavy load tire, the road surface with a predetermined radius was made to circulate on the wet road surface, and the average time for one round was calculated.

(6.1.2) Evaluation of braking performance on wet road surface The braking distance on the wet road surface was measured using a vehicle equipped with each heavy load tire. Specifically, the braking distance from a speed of 90 km / h on a wet road surface was measured for each vehicle equipped with heavy duty tires.

(6.1.3) Uneven wear resistance performance evaluation After traveling a predetermined distance, the step between the shoulder rib and the center side rib was measured, and the average value was calculated.

The evaluation results of turning performance, braking performance, and uneven wear resistance performance are displayed as a contrast index when the evaluation result of the heavy duty tire according to Comparative Example 1 is 100. The contrast index increases as the performance increases.

(6.2) Evaluation Results The evaluation results using the heavy load tires according to the comparative examples and examples described above will be described with reference to Table 1.

As shown in Table 1, the heavy load tire according to the example exhibited superior turning performance while having equivalent uneven wear resistance and braking performance as compared with the heavy load tire according to Comparative Example 1. The heavy load tire according to Comparative Example 2 exhibited excellent turning performance as compared with the heavy load tire according to Comparative Example 1, but was inferior in uneven wear resistance.

(7) Action / Effect As described above, according to the heavy load tire 1 according to the present embodiment, the circumferential narrow groove 10 (circumferential narrow groove 12) has the second rib A2 (the ground contact length becomes long when turning) ( The second rib A4) is formed. For this reason, while being able to increase the edge part at the time of turning, it can suppress that edge pressure concentrates on tread shoulder parts, such as shoulder rib A1 (shoulder rib A5). Moreover, since the circumferential direction narrow groove 10 (circumferential direction narrow groove 12) extends in the tire circumferential direction R, drainage can be improved.

According to this embodiment, the intersecting narrow groove 30 intersecting the circumferential narrow groove 10 (circumferential narrow groove 12) is formed in the second rib A2 (second rib A4). For this reason, the edge component at the time of turning increases. Accordingly, the braking performance and the like during turning are further improved.

According to the present embodiment, since the intersecting narrow groove 30 includes the lateral groove portion 32 extending along the tread width direction W, the lateral groove portion 32 functions reliably as an edge component during straight traveling. Further, since the intersecting narrow groove 30 includes the vertical groove portion 34 extending along the tire circumferential direction R, the vertical groove portion 34 functions reliably as an edge component during turning. Therefore, according to the intersecting narrow groove 30, the braking performance and the like during straight traveling and turning are reliably improved.

According to the present embodiment, in the tread surface view, the second small rib A21 located outside the second rib A2 (second rib A4) when mounted on the vehicle has a higher ground pressure than the second small rib A22 positioned inside the vehicle mounted. Become. Further, the total area of the circumferential narrow groove 10, the lateral groove 20, and the intersecting narrow groove 30 in the second small rib A21 is equal to the lateral groove 20 in the second small rib A22 located on the vehicle mounting inner side of the second rib A2 (second rib A4). And 1.5 times or more of the total area of the intersecting narrow grooves 30. For this reason, while being able to increase the edge part at the time of turning efficiently, drainage can be improved efficiently. Accordingly, wet performance including drainage performance, steering stability performance, and the like during turning can be further improved.

According to this embodiment, the intersecting narrow groove 30 is formed in an L shape. That is, since the crossing narrow groove 30 includes the substantially straight lateral groove portion 32, the braking performance and the like during straight traveling are further improved. Further, since the intersecting narrow groove 30 includes the substantially straight vertical groove portion 34, the braking performance and the like during turning are further improved.

According to the present embodiment, either end of the intersecting narrow groove 30 communicates with the circumferential groove 110 or the circumferential groove 112. For this reason, the water flowing through the intersecting narrow grooves 30 is drained through the circumferential grooves 110 or the circumferential grooves 112. Therefore, the drainage of the heavy load tire 1 is further improved.

According to the present embodiment, the second rib A2 (second rib A4) is formed with a plurality of intersecting lateral grooves 142 (a plurality of intersecting lateral grooves 144) formed at a predetermined interval P2 in the tire circumferential direction R. The braking performance during running is further improved.

According to the present embodiment, the circumferential narrow groove 10, the

lateral grooves

20, 120, 130, and the intersecting narrow groove 30 have a depth in the tire radial direction that is shallower than the

circumferential grooves

110, 112, 114, 116. Is formed. For this reason, while being able to suppress the fall of the rigidity of each rib, while improving abrasion resistance, the wet performance in the wear initial stage can be improved.

According to the present embodiment, the sipe 20S is provided in the lateral groove 20 formed in the second rib A2 and the second rib A4, and the sipe 120S is provided in the lateral groove 120 formed in the center rib A3. ing. For this reason, the wet performance in the last stage of wear of second rib A2, second rib A4, and center rib A3 is securable.

According to the present embodiment, the sipe 20S includes the other part of the sipe 20S at the opening portion where the

circumferential grooves

112, 114 and the lateral groove 20 communicate with each other and the trib width direction W central portion of the second rib A2 and the second rib A4. It is formed so that the depth in the tire radial direction is deeper than the portion. In addition, the sipe 120S has a depth in the tire radial direction in the opening portion where the

circumferential grooves

112, 114 and the lateral groove 120 communicate with each other and in the center portion of the center rib A3 in the tread width direction W as compared with other portions of the sipe 120S. It is formed to be deep. For this reason, when the depth of the tire radial direction of the sipe 20S and the sipe 120S differs along the tread width direction W, a decrease in rigidity of the second rib A2, the second rib A4, and the center rib A3 can be suppressed. As a result, braking performance and wear resistance performance can be improved.

According to this embodiment, the lateral groove 120 and the intersecting lateral groove 146 formed in the center rib A3 are configured to terminate in the land portion. For this reason, the rigidity of the center rib A3 in which the contact pressure with the road surface is higher than other ribs can be ensured. As a result, braking performance and wear resistance performance can be improved.

According to the present embodiment, the lateral groove 20 formed in the second rib A2 and the second rib A4 and the lateral groove portion 32 in the intersecting narrow groove 30 are tread widths outside the circumferential narrow groove 10 in the tread width direction W. The inclination with respect to the straight line along the direction W is different. For this reason, in the second small rib A21, it is possible to suppress a so-called pattern flow, which is a phenomenon in which the rib positioned outside the circumferential narrow groove 10 moves in the same direction when the vehicle travels. . As a result, it is possible to improve the steering stability especially when traveling on a dry road surface.

(8) Other Embodiments As described above, the contents of the present invention have been disclosed through the embodiments of the present invention. However, it is understood that the description and drawings constituting a part of this disclosure limit the present invention. Should not. From this disclosure, various alternative embodiments, examples, and operational techniques will be apparent to those skilled in the art.

For example, the embodiment of the present invention can be modified as follows.

In the embodiment described above, the intersecting narrow groove 30 of the heavy load tire 1 includes the lateral groove portion 32 that extends linearly along the tread width direction W and the vertical groove portion 34 that extends linearly along the tire circumferential direction R. , Formed in an L shape. The crossing narrow grooves are not limited to this, and may extend along the tread width direction W or the tire circumferential direction R in a curved shape, a zigzag shape, or a combination thereof in the tread surface view.

In the above-described embodiment, the intersecting narrow groove 30 formed in the second rib A4 and the intersecting narrow groove 30 formed in the second rib A2 are point-symmetrical shapes around an arbitrary point on the tire equator line CL. It is. However, the present invention is not limited to this, and crossed narrow grooves having different shapes may be formed in the second rib A4 and the second rib A2. Similarly, the lateral groove 20, the lateral groove 130, and the lateral groove 120 may be formed in different shapes with reference to the tire equator line CL.

In the above-described embodiment, the sipe 20S is provided in the lateral groove 20 formed in the second rib A2 and the second rib A4, and the sipe 120S is provided in the lateral groove 120 formed in the center rib A3. Further, the sipe 20S has a tire radial depth that is deeper at the opening where the

circumferential grooves

112, 114 and the lateral groove 20 communicate with each other and the tread width direction W central portion of the second rib A2 and the second rib A4. Is formed. Not only this but the depth of the sipe 20S provided in the horizontal groove 20 and the horizontal groove 120 and the sipe 120S in the tire radial direction may be unified over the entire tread width direction W. Further, the sipe 20S and the sipe 120S may not be provided in the lateral groove 20 and the lateral groove 120.

In the embodiment described above, the lateral groove 130 is formed in the shoulder rib A1 and the shoulder rib A5, but the lateral groove 130 is not limited to the lateral groove 130, and another lateral groove may be formed. Further, sipes may be formed. Preferably, either a lateral groove or a sipe is formed. The lateral grooves and sipes formed in the shoulder rib A1 and the shoulder rib A5 are shallower in the tire radial direction than the

circumferential grooves

110, 112, 114, and 116. As a result, the rigidity of the shoulder rib A1 and the shoulder rib A5 is increased. If reduction and uneven wear can be suppressed, the shape can be appropriately set.

Thus, it goes without saying that the present invention includes various embodiments that are not described herein. Therefore, the technical scope of the present invention is defined only by the invention specifying matters according to the scope of claims reasonable from the above description.

Note that the entire contents of Japanese Patent Application No. 2009-142472 (filed on Jun. 15, 2009) are incorporated herein by reference.

According to the present invention, it is possible to provide a heavy duty tire that further improves wet performance during turning while suppressing uneven wear of the tread shoulder portion.

A1, A5 ... shoulder rib, A2, A4 ... second rib, A3 ... center rib, B1, B2 ... uneven wear absorbing rib, CL, CL2 ... tire equator line, P1, P2 ... spacing, R ... tire circumferential direction, W ... Tread width direction, 1 ... tires for heavy loads, 10, 12 ... circumferential grooves, 20, 20A ... transverse grooves, 20S, 120S ... sipes, 30, 30A, 30B, 30C ... cross grooves, 32, 32B, 32C, 32D ... Horizontal groove part, 34, 34B, 34C ... Vertical groove part, 110, 112, 114, 116 ... Circumferential groove, 120, 130 ... Horizontal groove, 142, 144 ... Crossing horizontal groove

Claims

Shoulder ribs provided in the tread shoulder and extending in the tire circumferential direction;
A center rib adjacent to the shoulder rib via a circumferential groove, provided closer to the tire equator line than the shoulder rib, and extending in the tire circumferential direction;
A heavy duty tire provided in the circumferential groove and extending in the tire circumferential direction, and including a partial wear absorbing rib located on the inner side in the tire radial direction from the tread surface of the shoulder rib and the center side rib,
The center-side rib is formed with a circumferential narrow groove that extends in the tire circumferential direction and has a narrower groove width than the circumferential groove.
The circumferential narrow groove is a heavy duty tire that is formed on the outer side when the vehicle is mounted with reference to the center of the center side rib in the tread width direction.
The heavy duty tire according to claim 1, wherein the center side rib is formed with an intersecting narrow groove that intersects the circumferential narrow groove.
The intersecting narrow groove is
A lateral groove extending along the tread width direction;
The heavy duty tire according to claim 2, comprising a longitudinal groove portion extending along a tire circumferential direction.
The center side rib is formed with a narrow groove extending in the tread width direction and having a narrower groove width than the circumferential groove,
In tread view,
Based on the center in the tread width direction of the center side rib,
The total area of the circumferential narrow groove, the narrow groove, and the intersecting narrow groove on the outside when the center side rib is mounted on the vehicle is:
The heavy-duty tire according to claim 2 or 3, wherein the tire is set to be 1.5 times or more of a total area of the narrow groove and the intersecting narrow groove on the vehicle side of the center side rib.
5. The heavy duty tire according to claim 3 or 4, wherein the intersecting narrow grooves are formed in an L shape.
The heavy duty tire according to any one of claims 2 to 5, wherein any end of the intersecting narrow groove communicates with the circumferential groove.
The center side rib is formed with a plurality of intersecting lateral grooves communicating with the circumferential groove,
The heavy load tire according to any one of claims 1 to 6, wherein the plurality of intersecting lateral grooves are formed at predetermined intervals in the tire circumferential direction.